Automatic-throwing mechanism.



C. B. MICHENER. AUTOMATEC SWITCH THROWING MECHANISM.

lwuwwtoz 67/ cz 672/er aiming:

3 SHEETS-SHEET 1.

Patented Dec. 3, 1918.

APPLICATION FILED SEPT. 6.1916.

C. B.-MICHENER.

AUTOMATIC SWITCH THROWING MECHANISM.

APPLlCATlON FILED SEPT. a. 1916.

1,286,707. 1 Patented Dec. 3, 1918.

3 SHEETS-SHEET 2.

\NQQW l 9 a I f/ arm C. B. MICHENER; AUTOMATIC SWITCH THROWING MECHANISM. APPLICATION FILED SEPT. 6 i916.

1 ,286,707 Patented Dec. 3, 1918.

3 SHEETS-SHEET 3- wi llvmowo 4 W QM I 4)?K3 61mm m: norm: warn-s m. pnowumm. wASnmsroN. n. cy

avwvwutoz v CARLOS B. MICHEN'ER, F PROSSER, WASHINGTON.

AUTOMATIC SWITCH-THROWING MECHANISM.

Specification of Letters Patent.

Application filed September 6, 1916, Serial No. 118,680.

nism and I do hereby declare the following I tobea full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to the art of traflic' or railroad equipments, and more particularly to an improved automatic electrically operated switch mechanism, of such improved construction, that when a train is moving in one direction or the other, an electric circuit may be closed, to automatically throw the switch points. I Another object of the invention is to utilize the current generated from the usual dynamo or storage battery (which furnishes current for the usual electric lighting sys tem of the train) for actuating an electric motor adjacent the railsand connected to the switch points, whereby the switch points may be thrown. @A further object of the invention is to provide means carried by the engine or by the end car of the train and adapted to be depressed into engagement with contact or terminal rails to close a circuit to actuate said motor, whereby the switch points may be actuated.

A further object of the invention is to provide automatic means so timed that when the motor shafthas made one half revolution, which is suflicient to throw the switch points, the circuit is automatically opened or broken, thereby instantly causing the motor to stop.

A further objectof the invention is to provide means actuated by the motor to automatically lock the switch points when thrown or. moved to their different positions.

In practical fields, the details of construction may necessitate alterations falling within the scope of what is claimed.

The invention comprises further features and combination of parts, as hereinafter set forth, shown in the drawings, and claimed.

In the drawings Figure 1 is a perspective view of a section of a railroad, showing the siding and the switch points, and illustrating the means to be actuated for throwing the switch points.

. Fig. 2 is a view partly in elevation and partly in section of the means carried by the engine or the end car of a train, and adapted to be actuated by the engineeer or the conductor, to operate the means adjacent the rails to actuate the switch points.

Fig; 3 is a View partly in section and partly in elevation on line 3-3 of Fig. 2.

Fig. 4 is a sectional view on line 44 of Fig. 1, showing the connections between the switch point actuating means and the switch points. i p

Fig. 5 is a detail view of the means for locking the switch points after having been moved.

Fig. 6 is a detail view in elevation of an eccentric carried by the motor shaft to actuate the pitman which is connected to a connecting bar. of the switch points.

Fig. 7 is a sectional view on line 7-7 of.

Fig. 6.

Referring more especially to the drawings, 1 and 2 designate the main rails, and 3 and 4 denote the siding rails, and-3 and 4 denote the switch points to be operated. Arranged between the main rails 1 and 2 are the two sets of secondary contacting rails 5 and 6, and 9 and 10,"and between the siding rails are the two sets of secondary contacting raillsections 7 and 8, and 11 andl 12. Arranged adjacent the main rail 1 is a conventional form of motor 40, the motor shaft 41 of which is provided with an eccentric 42 splined upon the shaft. This eccentric comprises the two circular plates 43, which are secured together by the screws 44. These circular plates have annular recesses, which, in cross section, are angular or L-shaped,' and when said plates are secured together as shown in Fig. 7 these annular recesses 45 form an annular groove 46, to receive the eccentric strap 47, which is carried by one end of the eccentric rod 48. The switch points 3 and 4*, as shown in Fig. 4, are connected by the bar 49, which is secured to said switch points by the bolts 50. The eccentric rod 48 is in turn connected to the bar 49 by the pivot pin 51, and in the bifurcation 52 of said bar 49. Secured on one of the ties is an angular bracket 53, which carries a solenoid 54, the core 55 of which is connected to a pivoted lever 56 (which is connected to a bracket 57 bymeans of a pivot pin 58) by Patented Dec. 3, 1918.

'meansof a link 59. The eccentric rod 48 is provided with a pair of notches 60 and 61,

either of which canbe engaged by the lever 56. The solenoid is connected to the motor by the lead or wire 62 and earned by the motor shaft 41 are automatic cutoffs or circuit closers 80 and82. The closer or cutoff 80 comprises the supporting member 80,

which is stationary, and in a bearing of which the shaft 41 rotates. On one face of the supporting member'80 is a substantially semi-circular stationary contact. "termmal 17 and a stationary contact terminal lug 80. 'Movable with but insulated from the shaft 41 is a substantially semi circular movable contact terminal 17 rovided with alright angle extending arm 1 When the shaft 41. makes aihalf revolution, the memher 17 substantially at the end of the half revolution will contact withthe terminallug i 80, and the arm 17*. will engage the stationary contact terminal 17 circuit closer 82 comprises a stationary part 82 in a bearing of which the shaft .41 is tionary member 82 is a substantially semirotatably' mounted. On one face of the stagcircular stationary contact terminal 18. {A

semi circular movable contact terminal 18 having an'arm 18 is carriedby and insu -latedfrom the shaft 41. A contact lug 82 projects from one face of the stationary sup- 6 port 82". ,It is to be observed that the conj-tact terminal 18 is engaging the lug 82 and the arm 18 is engaging the terminal 18. Asthe shaft .41 is making its half revolu- -ti011,"at the time of closing the circuit on the contacting rails 5 and 6, said contacting ter- -minal18 will sweep in engagement with the lug'82 'and the stationary terminal 18, until the terminal 18 assumes a dotted line posi tion out of engagement with the terminal 1 18, atwhich time the terminal 17 of the cutoff or closer will engage the lug 80 and the arm 17 will engage the terminal 17 It is to be noted that when the motor is actuated, the shaft 41 makes .a half revolution, thereby causing the eccentric to make ahalf-turn,

- thereby moving the eccentric bar, to pull upon the bar 49 which is connected to the switch points, thereby throwing the switch poi nts'so that-the train will pass on to the siding rails 3 and 4. When the motor is actuated, the solenoid is energized, causing the core 55 to be raised, liftingthe lever 56 out .of engagementwith "the notch 61, .al1ow= ing the eccentricbar to operate. VVhenthe motor'stops at the end of the half revolution of the motor shaft, the solenoid is deener gifzed, which will allow the core 55 to drop,

and the lever 56 to engage the notch 60.

As will be presently described, the motor is so wired in circuit with said terminal rail sections 5and 6, 7 and 8;, 9 and 10, and 1 1 and 12,that by closing a circuit on such terminal rail sections byv a suitable mechanism The cutofl or.

(which to be carried by the engine) just before a train enters the, siding rails, the

switch points may be opened. WVhen the current can be'attained, in' order to be conveyed or transmitted over the contacting f rail sections 5 and 6, 7 and 8, 9and 10,- and 11 and 12, in order'to operate the motor, by means of a depressible device 67.- Each train shouldxbe equipped with a storage battery, dynamo, or the like, in the cabin of j" Y the. engine or elsewhere, and two depressible devices 67, one'in the cabin of the'engin'e,

the other in the end car or caboose of the train. flEach depressible device 67 comprises a pair of vertical rods .68 mounted inthe guides 59 of the wooden floor of the abin or'car, which have their upper ends connect'-' ed by the transverse bar 70 0f some suit- Between the bar able insulating material. 70 andthe floor of the cabin or car and surroundin the said rods v6'8 are the coiled springs 71, which act toihol'd the contacting wheels 72 journal'ed upon the bolts 73 of the forks 74 of the lower ends of said rods 68, upwardly-out of contact with therail sections 5and 6, that is, when the train is passingfwithout throwing the switch points- The storage battery or dynamo is provided with binding posts 75 and 76. The binding posts 75 are connected to the binding-posts 70 of the bar 70 of the depressibledevice in the cabin of the engine by the wires or leads 77. The binding p'osts 7O extend through the bar 70 and connect in any suitable manner to the rods-'68. The binding posts 7 6' are designed to be connected by the leads 78 to similar rods 68 of a depressibl'c' device,

not shown, tobe carried in the end car or caboose of the train. However, these depressl'b-le devices may be varled 1n details of constructions.

A lead or wire 13' is connected to the con-- tacting ra1l section 5, and is in turn connected at the junction 15 'with the wire 15. Thiswire 15 is connected to thecontacting rat-i1 section '8, and in turn to the'contacting terminal 18 of the cutoff or closer 82. A Wire or lead 15 is connected to the rail sections 12, and in turn to the stationary con tact terminal 17 of the cutoff 80. A lead or wire14. connects to and forms junction 14 'with the wire or lead 15*; Thiswir'e or lead 14 is in turn connected to the contactingrail section 9. A wire or lead 14 con nects the solenoid, and "t'lle'tiiltiicting rail section 11. wire 15 is connected to the rail section .6 and in turn to a junction 15 with the wire 15 which is-in turn connected to the rail section 10. The-wire or lead 15 also forms a junction "at l5 i with the'wire' 14.

A wire or lead 13*, which is connected tothe rail section 7 is in turn connected at 13* with the wire 14 A wire 82P-is connected to a binding post of the motor 4 and in turn to the contact lug 82. I tacting lug 80 is a wire 80 which necteol at 80 to the wire 82 When a train is approaching the switch,

the depressible device 67 "in thecabin of the: engine is depressed, causing the whee1s72" to engage the terminal rail sections 5 and 6, thereby closing a circuit. I In closing the circuit the current passes from the battery or dynamo in the engine over the contacting rail section 5; the wire or lead 13 to the junction 15 and then to the-stationary terminal 18 of the cutoff 82. I The current then passes from the movable terminal 18 over the contact lug 82 over the wire 82 to the motor 4,

and. from the motor to the solenoid 5A by way of the wire 62. The solenoid being energized will draw the core thereinto and lift the lever 56 then the eccentric rod 48 is free to be moved. The current passes from the solenoid over the wire 14: back to the battery or dynamo by way of the wires 15 and 15, and the contacting rail section 6. The motor shaft 41 during the course. of the current as just traced, is moving in the direction of the arrow (1, and the lever 56 is raised in time whereby the eccentric (which is operated by the shaft' ll) may ims part a reciprocating movement to the bar 49 and the eccentric rod 48, sufficient to operate the switch points 3 and A so that the train can travel straight ahead. After 'completsiding. The. depressible device 67 is then depressed so that thewheels '72 will contact with the contacting rails 9 and 10, closing a circuit. The current of this-circuit passes from the battery or the dynamo of the engine over the contacting rail 9, the wire, or

lead 14 to the junction 14*, and to the stationary contacting terminal 17 of the cut-- 01$ 80. The current continues over the movable contacting member 17 shown in dotted lines in Fig. 1, over the lug 80 thewire or lead 80, to the motor and thence to the solenoid, and back to the'battery over the wires 1% and 15 and the contacting rail 10. v

As before stated the solenoid is energized at such proper period to permit the motor to operate and rotate the shaft 41 in the direc- Connected to the con- 1s con- I tion 'of'the' arrow at. The eccentric will then act to return the switch points to theirfull linepositionsas in Fig. 1, allowing thetrain to take" the siding rails.- As soon as the train reaches the siding rails, a depressible de vice67' in the caboose or end car of the train.

maybe actuated, so that wheels 72'may close .acircuit on thec'ontacting rails 7' and'8.

The'current of this circuitwill pass over the wire 15, to the stationary contactingvterminal 18 of the cutofl 82 over the terminal '18 and the lug'82 to -the'motor by way-of thewire 82 and thence to the solenoid 54:, and back to the battery in the caboose by way of the wires 14 and 13 and the contacting rail section 7. The shaft 41 will move in the direction of the arrow at and the eccentric will operate and move the switch points, so that a next train cango straight ahead or may take'the siding by closing the circuit on the contacting rails 9 and 10. Upon a careful examination and upon following the directions of various trains, it 15 to be seen that other circuits may be closed for operating the switch points. For instance a train passing from a siding onto the main rail, a circuit may be closed on the contacting rail sections 11 and 12, so as to operate the switch points to their positions shown in Fig. 1 and after the train is passed onto the'main rails, the switch points may be restored by closing a circuit on the rail sections 5 and 6. 'It is to be understood that the terminal rail sections 5 and 6, and 7 and 8, are to be located far enough distant from the switch that the switch points may be easilythrown and securely locked. Also, the rail sectionsv 5 and 6 may be short enough so that the train would need to slow to a speed of 7 safety for entering the siding, requiring time enough to pass over and allow time for the switch to throw and look without the circuit being broken, by the contacting wheels passing off the ends of the contacting rail sections 5 and 6, where they are connected to the wiringv 13 and 15. This would safeguard against accidents by engineers entering the sidings at dangerous speeds.

Also, there may be any conventional form of signaling device in circuit with the switch throwing mechanism, to show whether the switch is set for the main line or the siding.

The invention having been set forth, what is claimed'as new and useful, is

In a switch operating mechanism, the

combination ofthe main rails and the siding rails, ofswitch points cooperating with the main rails, whereby a tram may travel straight ahead or take the siding, an electric motor having an intermittently driven, shaft having an eccentric, means connectingthe eccentric and the switch points, an electric c1rcu1t, means in said circuit for stopping the motor at every half revolution of its shaft, and, means carried by the, train-in circuituwith asource of. current supply on the train tor closing; the first circuit to -ioper-l ate the, motor to rotate the shaft a half feve the eccentric and the switch points having an eccentric rod provided With notches,v and means actuated by the motor to be, di5c0n-' 1 0 nectecl frcom one notch and" dropped intowentheswitchvpoints -u" t Y In'testimony ,wvhereofhave signed my name to, this specification in thepresenc'e of two. subscribingWitnesses,

' CAR S B; M ctIENE g-f 1 Gopiesofthis;patentimay be; obtained fer nveicents each, hy agiii re ssiing G c1nn1 iss;1on er of Batents;

v Washington, D.G 7'

gagement, with the iother' notch, for locking 

